Control apparatus



R. R. STEVEN E:

ONTROLAPPARATUS original Filed April 28, 1944 2 sheets-snee; 1

SES Ema@ INVENTOR l Roy R. Stevens I 41M l l ATTORNEY July 23, 1.9461 R.R. STEVENS I CONTROL. APBARATUS Original Filed April' 28, 1944 2Sheets-.Sheet 2 fig. 2'

Patented July 23, '1946 UNITED STATES i i 4' Roy R. Stevens, ForestHills,I Pa.; lassignor to A'.lhe Westinghouse `Air Brake Company,Wilmei'ding,y Pa., a corporation of Pennsylvania Original applicationApi-il 28, 1944, Serial No.

l this application April 21,-

1945, Serial No. 589,640

533,145; Divided and This invention relates to control apparatus andmore lparticularly to means for controlling operation 'of a plurality ofinternal combustion engines; the present application being av divisionof my copending application Serial No. 533,145, filed April 28, 1944.

Certain ships are provided with a plurality of propulsion engines, suchas ofthe Diesel type, and it is desirable at times to employ all of theengines foripropulsion, while at `other times'less than all of theengines will provide adequate power for propulsion, under which lattercondition it may be desirable toKV have the other engine or engines, notbeing used for driving the ship, operating at minimum or idling speedandlnstantly available to provide additional power for propulsion, if suchis desirable. Y, v Y, Y

Diesel engines are usually'capable of continuous operation at aeertainhigh speed which however is less than their maximum speed, l The enginescan be operated at their maximum speed only intermittently in order toavoiddamage to the engines. I n case of emergency, such for example as aship answering a lirecall, it is however desirable to be able to operatetheengines at their maximum speed. It is also ldesirable to preventindiscriminate operationiof the engines at maximum speed. Further, asincase of Aa fire, `it may be desirable' to employ one of the engines toroperating a re pump while retaining the other e'ngine or engines forpropulsion purposes, p

The principal object of the i ventionis therefore the provision Otanengine control apparatus arranged to meet all of the above requirementsor conditions. n j Y According to thisobject the controlapparatus isarranged to provide for'controljof the engines for A,propulsion purposesfrom4 either of two control stations, such asthe engine room on a shipand from a remote control station such asv the pilot house; the controlstation beingslected by the engineer in the engine room.v 'lheengineerYis'pro'vided wlthrme'ans whereby he may at will cutout 'any engine and,if he sodesires, operate that'en'gine 'independently of` another engineor engines which may be still employed for propellingthe shipl Theengineer is also provided with 'means to'limit the speed of the engines,that is, to allow the engine or .enginesto be .operated at their topspeed for continuousoperation, or at their maximum speed forintermittent operation. vThe engineer being constantly aware of theoperating condition of the engines 'may therefore limit the use of themaximum speed'as required to,` protect the engine'or engines l'against'damagazand thus completely relieve `the pilot of concern for theengines.

j Other'objects and-advantages detailed 'description-f yofy from thefollowing more theinvention. 1 Y In theaccompanying drawings; Figl isla4diavgrammaticA view, partly in lsection and ,partlytin outline, ,citaControl apparatusembodyn'g the invention;v Fig. `2 isha ver yself-lapping control 'valve device showningside elevation in Fig..1;,and3 is Ya view, lpartly 'in section and partly in, outline, oiaanotherself-lapping-control valve` device shownwin-elevation in Fig. v1.

De'scr'iptioh In Fig. 1 of the drawings thereferenceminiere als! andindicate two internaleombtrstion Wen'- einesafer exemple 0i the`l?lese1i.ypei Whlellnley ,beefrdneed te propel/,dellla dlreellyfelf-theed- -eldes may, eperieeenereiers fer eenereildg eledirle reveriebe used .feriepereiing eleeirieprepulsion motors,

ef fille tweerlgirles. mlellibe empleredlel. Pre- Atelling e ,Shipielmmeieridlie they ini/edelen. and 2n is` prende@ with table te t .,a YYerymeiheampidi and thereby thespeeder newer Y l Eahro ,t1 engllles.:`fllel-evenwel elldft Sawhiehl ed l.ent positions by a-lever Llldl'fdelsllrerliedie 'edtedief elle,individueleneide-oThisk eerlirel efille feel' Supply to the engined, mey-be1direetfer the. levels@ may,eenirel die adiueimentieia idel cori rol speedugoyernor normallyAemployed with engines ei this" oref t,

Ai eeeh.=.el1elrleqlile.fuel ,Control l leYefi. 4, ,may here en idlingresiden., which-it is .Shown-ln the drawing, .te preyide-feriepereiledCradle engine.,- ,ei @e .minimum 01'. idling. .Speed ,fideleeliielleierl may be moved. iremtlds-idlne-peedelen-,ie e, residensuene@ indicated lere linee for increasing the supply gf fuelvlto the`engine to an amount which will ,eiiectzoperatiorr oithe eneide et lie4,t0n Seeed f,0re9nilrlueds YQizereiien, ddd-'Seid lever. -merbe movablepest-line die .e ,residen Such es' lndieetedby lignei-or. increas-'ngthe fuel suppl ,totheenginetothe amount to cause Qperationthereof atits maximumspeed.

Adjustmentiof, theileverllat each engine bedicated -by line l`will-@.provideffor mumv speedv poSitionf-indicatedfby linev 6"-willgproticalrsectlonall view orma The meneer in whlehihepbrler fposition and yits continuous opercylinderrigidly associated with theengine and containing a piston 8 connected by a rod I0 to the respectivefuel control lever 4.

tends through a non-pressure chamber II at'one side of piston 8' whileat the opposite side of said piston is a pressure chamberIZ open to acontrol pipe I3 through which fluid under pressure may` be supplied toand released from said pressure chamber. A spring I4 in chamber II actson piston 8 to yieldably oppose pressure of iiuid effective in chamberI2. pressure released from the pressure chamber I2,

spring I4 will move piston 8 to the position shown in the drawing bymoving the fuel control lever 4 to its engine Vidling position. Uponsupply of uid tochamber I2 at apressure which exceeds theopposing forceor spring. I4 the piston 8 will vmove toa position in which the pressureof iluid is counterbalanced by the increased pressure of lsaid spring,for thereby moving the fuel control -lever 4 out of idling position to,a position correvspon'ding to the pressure of such fluid. It will Y'thus -be seen that by providing fluid at diierent selected pressures inpressure chamber I2, the

With all fluid under fuel control -lever'4 may be adjusted to provide iany 'selected amount of `'fuel tor the engineto put of power from theengine, while uponl complete release of fluid from said chamber the itherebyobtainY any desired degree of speed or outspeed or power outputof the engine will be reduced tominimum.

At each engine-the pipe I3 leads to a magnet Y i operated cut-out'valvedevice I6 which comprises i facasing having a chamber II open to saidpipe and containing -a double seating Valve I8 ar- :ranged to controlcommunication between said Apipeiandchambers I9 and 26 which are open,rey l 'sp'ectively-,lto an individualspeed control pipe 2| andgfto'atmosphere' through av passage 22. The l valve-wis connected to alsolenoid 23 which is operable upon energization to actuate said valvelto closeV communication between pipe I3 and I chamber I9 and foropening'pipe I3 to the atmospheric passage 22 for releasing fluid under"pressure from pressure chamber I 2 in the respective speed controldevice 'I.

ate valve I8 to close communication between pipe The solenoid 23 willeffect energization of the solenoid and open- ;'ing of the -switchdeenergization. The switch 26 for each of the two engines isarranged'for operation by the engineer.

'At' each engine, the speed control pipe 2| leads to an individualcontrol valve device 28 which also is arranged for operation by theengineer. Each of the control valve devices 28 comprises,

for the purpose of illustration, a plug valve -29 `a-handle andan-individual control position, since, in the multiple control position,the speed of all engines is arranged'to be controlled in unison, whilein the individual control positiontheengines will be Upon deenergizationof the solenoid`23 a spring 24 is operable to actu- `contained in acasing and rotatable therein by 38 to two different control Ypositionsywhich may be' called amultiple control position,4

` 'said valve "for arranged.. `for independent crindividual.- control.76

4 In the drawings the handle 30 for each control Yvalve device 28 isshown in its multiple control position, while its individual controlposition is indicated by a line 3|.

Each plug valve 29 is provided with a T-shaped passage 32 which, in themultiple control position of handle'30, connects the individual speedcontrol pipe 2| to a master speed control pipe 33.

y In the individual speed control position of handle 30 communication isclosed betweenv pipe 33 and the respective pipe 2|, and the latter pipeis connected by passage 32 toa pipe 34 leading to/What may be called anengineers independent control valve device 35. In the multiple controlposition of handle 38 pipe 34 is lapped Iby the respective plug valve29. i y l The master speed control pipe 33 leads to a master speedcontrol valve device 31 which may be of any suitable structure toprovide any desired pressure of uid in said pipe. By way of example thevalve device 31 may be substantially the same as a self-lapping valvedeviceV fully 'disclosed in a copending 'application' of Harry C.- May,SerialNo.V 523,656, filed February V24, 1944, now Patent No. 2,381,222,and assigned to the assignee of the present application. Since referencemay be had to, this copending application this device will bedescribedin the present application only in such detail as required for anunderstanding of the present invention. .Y l

rBriefiy, the speed control valve device 3l comprises (Fig. 2) a casingcontaining two spaced coaxiallyarranged flexible diaphragme 38 and Y 39which are rigidly clamped in the casing around their peripheral edges,Between the two diaphragms is a chamber 40 arranged to be constantlysupplied with fluid under pressure from a fluid pressure supplypipe'lll. At the opposite face of diaphragm 39 is a chamber 42 open toatmosphere through a Vbreather device 43, while at the opposite sideoi'diaphragm 38 is a control Vchamber 44 open through a choke 45 to achamber 46 which is connected to the master speed control Y pipe 33. Astem 4'I` extending through chamber 40 has one end rigidly clamped tothe diaphragm 39 centrally thereof while its opposite end is rigidlyclamped to diaphragm 38 centrallyv thereof by means including a nut 48contained' in chamlber 44. i Y

The nut 48 has a projectionv 49 slidably mounted in the adjacentl end ofa sleeve 50. The sleeve 50 is arranged in coaxialrelation withdiaphragms 38 and 39 and' is pressed into aligned boresl provided inopposite walls of chamber 45, and is n provided with one or more radialports 5I connecting said chamber to a chamber 52 formed between the endof projection 49 and one side of aplunger 53 which is mounted to slidein said sleeve. n Y

kThe stem 4T has a chamber 55 formed below the nut 48, which chamber isin constant communication with chamber 40 through one or more passages56. The chamber 55 contains a uid pressure supply valve 51 having afluted stem 53 extending-through a suitable bore in nut 48 in thedirection of plunger53, said nut being provided with a seat forengagement by said valve.v

vThe valve 51 is thus arranged to control communication.between chambers55`and 48 and chamber 52, and a spring 59 in chamber 55 acts on urgingit to its Vseated* oryclosed iposition. ,l i Y i Y In chamber 52 the endof the supplyl valve stem anemie 58 s-engaged bya Iiuid" pressurereleasevalve 60 which has a fluted stem 6I slidably mounted in a boreprovided' axially in a depending portion of plunger 53 and extendingthrough said bore'into a bore 62 oi' larger diameter. A spring seat 63in bore 62 engages the end of the release valve stem 6i and is engagedby one endvof a coil spring 64,' the opposite end of vwhich springengages 'a follower 65 mounted in the plunger 53. The plunger 53 isprovided with an annular groove in which is disposed a sealing ringr 36having a sealing contact with said plunger and sleeveV 55 for pre.

venting leakage of fluid under pressure from chamber 52 past saidplunger to a chamber 61 at the opposite side of said plunger. Chamber 61is open through one or more ports 68 in bushing eil to the atmosphereand is also connected by one or more portsES in plunger 53 to bore 62within said plunger. y M e -The sleeve 56, it will be vlflotedextendsabove the casing, The plunger 53 isprovided with a part ihaving slidingcontact with an inturned shoulder 1il provided atvtheupper end of saidsleeve, -which part extends beyond said shoulder and the end of saidsleeve. An operating screw 'i2 is secured by screw-threadedengagement inthe outer end of the part 'lil of plunger 53 and a nut 13 on said screwis provided for` engagement with the end of part "l' to secure saidscrew in an adjusted position.` Below the lock nut 13 a spring seat 14is secured to the part 10 of plunger 53 in any suitable manner asbyaring 15 and` this Vseat is engaged by one end of a coil type'biasspring16. This spring encircles the portion of sleeve 56 projectingfrom theVcasing and its opposite end is supported on the casing. The spring 16is precompressed and is constantly effective on seat 14 with a certainrelatively small degree'of force for urging said seat and therebyplunger 53 in a direction away fromthe release valve 60.

In chamber-AlliesJ control spring 11 encircling the stem 41 and bearingat one endf against the 'seat 18 secured to said stem, while theopposite end'of said spring isA supported on a shelf 19 in the casing.YThis shelf has one or more ports y80 providing communication betweenthe adjacent face of. diaphragm 39 `and the fluid pressure supplychamber'lt.4 With diaphragm 38 in the positionishown in Fig.-2l thespring 11 vis adapted to be fully expanded and said spring is adapted tooppose with increasing force, deflection of said diaphragm'from thisposition in the direction of diaphragm 39.

The casing of the device is provided with a bracket 8| carrying afulcrum pin 82 upon which is rockably mounted an intermediate portion ofa control lever 83. One end of this lever engages the operating screw 12while the opposite end is provided with a roller 64 as shown in Fig. 1,which roller contacts the peripheral surfacejof a cam 85 constituting apart of an engineers maneuvering and vspeed control structure which willbe later described.

With lever 83 inthe position shown in Figs. 1 and 2 of the drawings, theadjusting screw 12' and 'plunger 53 will -be maintained in the positionsin 4which they are shown in Fig. 2v by spring 16, the

"diaphragm 33 will occupy its low pressureposition as shown in thedrawings, and spring 64 will hold a release valve 60 open with thesupply 'valve 51 closed by spring 59.

Y Assuming now that fluid under pressure is supplied lto. *chamberl 4-lthrough pipe-4I, it willbe 6 will loe counteraetedrby its pressure'- cnthe dai4 phragm-39. y v

If nowthe operator desiresto-supplyuid under' pressure to the-masterspeed control-pipe {i3-hev willmov'e the operatingscrew12intheidirectien of diaphragm 38 by rocking the lever33in aclockwise" direction, Aas viewed in the drawings.' -Tfiis movement ofscrew 12 and thusof plunger53`wi'll be relative to the release valvev'160 until the endof said 'plunger contactsesaid valve for closing#cornmunication between the speed control pipe v33 and bore'62 in theplunger, whichbore is openy to at-v mosphere. Further movement of screwv12 vand plunger 53 will then act through the release valveV 60 toopen-the supply valve 51, whereupon fluid under pressure suppliedvtochamber 46 will flow past said supply'valve to chamber 52 -arid thenceto chamber'v4'6 andthe speed control pipe 33. fluid underl pressure isthus supplied to chamber 46 it will also` ow through choke 45 intochamber 44 above the diaphragmv38, said choke being effective to preventthe pressure of fluid increasing in chamber 44 substantially ahead ofthat in the device or devices 1con'nected to theA speed control pipe 33.

The pressure offluid thus provided' inchamber 44 will act'to deectdiaphragm 38 k'against the opposing pressure of "control spring 11 and,'after movement of the regulating screw 12 and plunger 5'3 hasv ceased,thisdeflection of diaphragm 33V will be relativeto the supply'v'alve 51and finally move nut 48* into seating contact with said valvev `toprevent further supplyV of fluid under pressure' to chamber 46pipe 33and chamber 44; It will thus lbeissen that control spring 11 cooperatingwith the pressure of `fluid in chamber 44 'on diaphragm 3f8will limitthe pressure of Aiiuid providedin the speed control pipe l33Y accordingto the displace# nient ofthe regulating screw 12 andl plunger`53fromtheir normal or lowpressure positions in which they are shown in thedrawings.

, Ifthe operator desires to increase the pressure ofjfluid effective inthe, speedv control pipe 33 he will move the regulatingk screw12furtherin the direction of the flexible diaphragms for again unseatin'g thesupply valve 51. `Fluid underlpressu're will again ow past the supplyvalve' to thespe'd control pipe 33 and when the pressure in said pipeand in chamber 44 is increased to adegree suf'cient for deflectingdiaphragm@` to a position for again seating the supply valvev 51further' flowof fluid to said pipewill be prevented' to again limit thepressure acting in vsaid pipe in accordance with the adjustment of screw12 inwardly of the device from itsv normal position. YBy suitableincrements of adjustment of the screw"12 from its normal or low pressureposition shown in' the drawing in the direction of the exiblediaphragms, the pressure of fluid may thusbe increased'in the speedcontrol pipe 33i1iany`desired increments. f

Upon a certain maximum displacementof's'ciew 12 from its normalposition,'the deflection f diaphragm38 by pressure of flui'deiective'inthe speed control pipe 3'3 andV in chamber 44wl1b`e limited to a degreeto prevent seating of 4the supplyvalve 51, as for instance, byengagement between a follower 86 engaging' the lower vside of thediaphragm 48 and a'lshoulder 81 in the casing. With thesupply valve51'thus maintained opened whatever pressure of uid is eiective tothesupply pipe 4| and in chamber 40 will'beco'me effective in the speedcontrol pipe 33'. f Y

` If the' operatorr now 'desirestoA reduce thepressurepfnuidinrtnespeed' control pipe 33 he will actuate lever 83 in a counterclockwisedirection to permit movement of the adjusting screw 12 by spring 16 in adirection away from thefdi'a-` 'phragms.` Since, at this time, thepressure of uid `effective inchamber 44',wi11 be counter-balanc-` ingthepressure of ,ontrolspring 11, thism'ove'- ingiscrew 93 is arranged 'forcontact with thev nut 92A to secure the screw V93 in an adjustedposition., Mounted over the lock nutA 9,5 VAand an ex'- ment of.theadjusting screw 12 and lthereby ofl 'plunger 53 will be relative todiaphragm 38 and thus relative to the release YVvalve 60 due to theaction of springv64 on the stem of said valve. The plunger 53 willthusbe moved out of seatingicontact with the release valve 60 whereuponfluid under pressure will flow froml the speed control pipe 33 andchambers 46 and 44 past `Vthe release valve to atmosphere and asruidpressure isthus released from chamber 44 the control spring 11` willdeflectthe diaphragm 38 in the ill tension 96VV of the' adjusting nut'92'is anadju'sting member or hand'wh'eel 91"which is secured by a lockscrew 98 t`o said nut 'so that said Vnut maybe turned by4said'rn'ember'or wheel. The ad'- justing 'nutv 92 is' providedaroundits closed end witha collar 99 arranged to contact av shoulder inthecylindrical portion 9| of the 'casing to 'limit inward 'movement of saidnut, while 'outdirection of plunger 53'. If theoperatorlimits i movementof plunger 53 to Aafpo'sition short of its normal position, then thedeflection Aof diaphragm 38 will move the release valve 60 towardFurther movement of 1 and finally into seating' engagement with its seaton .the end of said plunger so as to limit the rei lease of uid 'underpressure from pipe 33 and chamber 44 and thus hold in said pipe andchamber a pressure corresponding to the position of Vthe' adjustingscrew 12.

the adjusting screw 12 by spring 16 will permit offluid from pipe 33land chamber 44 willfoccur.

said pipe invaccordance .with said position. Further movements ofYadjusting screw 12 Aby spring 16 will allowY further reductions inpressure in plunger 53v to again moveout of contact with the releasevalve 60, whereupon a further release pipe 33, while upon return of saidadjusting screw i with its seat.

, n; will new be seen that suitable adjustments. of regulating screw 12either in opposition to or by spring 1li, will provide correspondingpres'- sures of `liuid in the speed control pipe 33, and

i that upon a maximum degree of displacement of plunger 12 from itsnormal position, the suplply valve 51 will be held open to permitequalization of the pressure of fluid in the supply pipe 4| into thespeed control pipe 33.

i I '.I'he supply of fluid to the supply pipe 4| is larranged to becontrolled and limited in degree `of pressure by an engineers overspeedcontrol Valve device 90. The device 90 may be identical lto the speedcontrol valve device 31 except that `chamber 46 is connected to pipe A4|while chamber 40 is connected to a uid pressure supply pipe 92 which inuse will be constantly supplied with iiuid at any desired pressure, suchas Vseventyfive pounds. Moreover, the casing is provided,

l around the bias spring 1B, with a cylindrical portion 9i havinginternal, relatively coarse screw- Ithreads, and meshing vwith thesethreads is an `adjusting nut 92. An adjusting screw 93 isscrewthreadedjcentrally throughv the outer closed end of-nut 92 and itsinner end contacts a button 94 `provided inthe end of plungerV 53 inplace' of the regulating screw 12 :ofthe structure vshown jinvliigng25-Alock-nut 95 provided on the'adjustto itsnormal'position acompleterelease of iiuid i from said pipe will; occurdue to the factYthat n the control spring 11 will become fully expanded without movingthe release valve 60 into contact ward movement of said nut is arrangedto be' limited'by contact between said collar and a flange |0| providedon a split rng'l02 having screwthreaded engagement with the cylindricallportion 9| externally thereof. f-

With the flange'99 on the adjusting nut 92 in contact withshoulder |00the screw 93`is so adjusted as to cause operation of the overspeedcontrol valve device 90 to supply uid to pipe 4| 4^ at acertainmaximumpressure, such for example as seventy-ve lpounds and which may-'be thesame as that provided in -pipe 92; The split ring |02 is then adjustedon the cylindrical por- Y tion 9| of the -device so thatwith `collar 99in contact with flange |0|- thev device 90 .will provide in pipe 4|fluid at a; pressure such as sixtyve pounds. v For normal control of thespeed of the two` engines, i. e., when it is desired to limit the speedof said engines Ato the' top speed for continuous operation, thehandwheel 91 willbe adjusted-.to the position defined by contactbetweenflange 99and flange |01. f

The engineers `independentcontrol valve device 35 vmay be identical tothe overspeed control valve device A90 except that it will be soadjusted as to permit the engineer to supply fluid from pipe 92pto pipe34 at any desired degree from atmospheric pressure to the maximum suchas seventy-vepounds. v Y

For controlling operation of the master speed control valve device31 anengineers maneuvering and speed control device is provided whichcomprises a shaft |03 that is rotatable manually,A

by a hand wheel |04. This wheel has e, neutral or Stop position in whichit is shown in the drawing vand is rotatable therefrom in either oneV oran Ahead direction or in the opposite'- or an Asternvv direction, asindicated byrappropriate legends in Fig. 1 of the drawings. Immediatelyadjacent and at each of the opposite sides of AStop position is a zonelof movement of wheel |04 designatedy by the legend Maneuverwing forcontrolling the starting, stopping and reversing of the engines byapparatus 'not shown' in the drawing and not pertinent to the invention,and beyond each of these fManeuvering zones there is a zone of movementdesignated by the legend Speed control for Ycontrolling the speed of theengines. Since the invention is limited to apparatus for controlling thespeed or power output of the engines, the means shown in the drawing asoperable bythe shaft |03 is limited toQsuch control, said meanscomprising the cam which is arranged for rotation with said shaft by thehand wheel |04.

n The cam 85 is provided with a peripheral surface for contact withroller 84 on the end of lever 83. This surface comprises a portion ofconstant radius of a length permitting movement of the hand wheel |04from Stop position in either direction through the the Maneuvering zoneswithout moving the regulating screw 12 of the master speed controldevice 31 out of its normalposition. Beyond eachvend of this portion ofthe cam 85 there is a'surface 85a of increasingradius for operatinglever 83 to displace the screw 12 into the device 31 a distanceproportional Yto the extent of movement of the'V hand wheel |04 into therespective Speed control zone in a direction away from Stop position.Maximum displacement of the regulating screw 12 will be obtainedupon-rotation of hand wheel |04 in either direction to the end of therespecive Speed control zone most remote from Stop position. It will beapparent that by suitable adjustmentof hand wheel |04 by the engineer ineither Speed control zone, the speed regulating device 31 may beoperated to provide any desired pressure of fluid in the master speedcontrol pipe 33, between atmospheric pressure and the maximum degree.

A gear |05 is` mountedon and secured to shaft |03 for turning same. Theteeth on this gear are in mesh with teeth on a gear sector |06 mountedtolturn on a pin |01 which `is'fixed with respect to the shaft |03. Thegear sector is connected by a link |08 to a power motor |09 of anysuitable fluid pressure controlled type which is arranged to becontrolled from a remote Acontrol station for adjusting shaft 3 withoutmanual operation of the ,engineers hand wheel For the'purpose ofillustration the motor |09 may be substantially like. that disclosed inmy copending application Serial No. 488,041, filed May 22, 1943,assigned to' z the assignee Vof the present application and whichcomprises means including a power piston rod |l2 connected to link |08for actuating same to. adjust the gear sector |06.

Operation of the power motor |09V toadjust the shaft |03 is arranged tobe controlled by pressure of fluid in two control pipes I6, |I1. 'Withboth of these control pipes open to atmosphere the piston rod ||2 willassume a neutral position for positioning shaft |03 in Stop position.Upon supply of fluid at a certain pressure to pipe ||6 while maintainingpipe ||1 open to atmosphere, the motor |09 will act to turn shaft |03from Stop positionin the Ahead direction to the opposite end of therespective Maneuvering zone, while a' further increase in pressure offluid in-said pipe will cause operation of the motor to turn the shaftrinto the adjacent Speed control" zone an' amountV in proportion to thedegree of pressure increase. A certain maximum pressure of fluid inpipeI 6 will cause operation of motor |09 to turn shaft '|03 vin the Aheaddirection to the end of the Speed control zone most remote from Stopposition. Positioning of shaft |03 at the Astern side of Stop positionmay be obtained by operation of motor |09 in a similar manner uponproviding fluid at proper pressures in pipe |1 While maintaining pipe||6 open to atmosphere.

Pipe ||6 leads to a controlr valve device ||8 which may bei'identical tothe i'naste'r speed'control valve deviceA 41 except'forthe type ofoperating lever I9. In contrast to the masterv speed control device,one'end' of lever I9 is fulcrurned tothe casing ofthe device'whilev anintermediate portion engages the regulating screw 12. In the oppositeend of lever I9 isa roller |20 which engages the peripheral surfacey ofa c'am |2| which is mounted on a shaft |22 for rotation therewith.

The controlpipe |I1 is connected to a control valve device 23 which isidentical to the con- 'trol'valve device` I l0 and thus provided with alturn gear |34 and shaft |22.

l0 lever ||9 .in the end ofn which is a roller |20engaging'the'peripheral surface of a cam |24 also secured to shaft. |22for rotation therewith. The cam .|24 isv identical to the cam |2| butreversely arranged on shaft |22.

A uid pressure supply pipe |25 connected to the two'control valvedevices |I8 and |23 is supplied with fluid under pressure from theysupplyrpipe 492 through' a cut-out valve device`|28. This device maycomprise a plug valve .|21 and an operating handle |28 for turning said-'valve to al pilot-house control yposition in whichit is shown in thedrawing, or to an engine-room control position indicated by a line |29.AvT-shaped passage..l30V in the plug valve |21 establishes communicationbetween pipes 92 and |25 in the pilot-house` control position of. saidvalve and handle |28,` while inthe engine-room control positionindicated by line v|29 this communication is closed' and passage |30connects pipe .|25 to an atmospheric vent port |3| for thereby releasingall fluid pressure fromthe controlvalve Vde-- vice ||8 and |23 and fromthe'power motor |09. The shaft |22 is arranged to` be operated by a.gear |34V which is operatively connected by an endless chain |35to twovgears |36 and. |31. which are rotatably mounted'` on a fixed portion notshown. `A hand operated lever |38 is connected to gear |36 foroperatingsame to turn gear |34 and shaft |22, while a hand. operated lever |39 isconnectedto gear |31 for operating same to It will be noted that the twolevers |38 and |39 will operate in unison upon operation of either.These vtwo levers constitute pilots control means vfor *conf trollingmaneuvering the speed of the engines-and are intended for location inthe pilotehouseofa ship, one at eitherjside thereof.,

Y Each of the manually operated levers|38and |39 has a neutral or.Stop.position 1in' whichfit is shown inlilig. lofthe drawings, and at eitherside ofthis position there isafManeuvering zone and beyondeachfManeuvering zone is a Speed controly zone,as indicatedby lines andlegends in Fig. l, it being noted that lsaid ,levers have the samecontrol positions t and. zones of movement as the engineers hand'wheel|04... The cam |24 is sodesigned as .to effectoperation of the controlvalve device |23 to gradually increase thepressureof fluid Vin pipe |1forcentrolling operation ofthe power, motor |09, as the pilotscontrollevers|38 and |39V are movedfrom Stop position in the Ahead direction,while, under this conditionthe.cam |21 will permit operation of thecontrol .Valve device I8 to4 maintainpipe H8 open to atmosphere. Thepower motor |09 is adapted to respond to pressure'of fluid thus providedin pipe ||1 by the time.v the pilots control levers |38 and 3 9 aremoved to the end of the Maneuvering zone inthe Ahead direction toturnshaft. |03 .and camV 85 to the same vposition assaid shaft would obtainrthe Aheadv direction to the end? ofthe Speed shaft |03 will be obtained.

" Yoperationof the master'speed control device 31 to control'zone most.remote from Stop'A position. Y

,It willv thus be seen that by adjustment of Athe pilots control leverV|38 "andl39in the Speed control zone at the Aheadfside of Stopcorresponding adjustment of 'shaft |031andcam 85 on the engineersmaneuvering and speed V.control On 4the other hand, if thepilotmovestlfielV levers f |38 and |39 inthe opposite or Asterndirection from.Stop position the valve device l |8 will act to 'supply fluid Vto pipeI IB ata pressurecorre- 'spondingto the. position of said lever, whilethe valveldevice |23 will open pipe Ilto the Vatmosphere,.wherebyshaft|03 of the engineers Vmaneuvering and speed .control device Will beAcorrespondingly positioned. Y

Inj operation, let it be assumed that the Vcut-out valve-device 1|2|isinthe pilot-house control Yposition shown in the drawing supplyingV fluidunder pressure from pipe 92 to pipe |25 and thence. to the powerlmotor|09 and ,control valve devices `||81and |23; Let it ,further be assumedthat the pi1ots,c,ontrol levers |38 and |39 `areintheir ,Stop.V,positionsvas shown inFig. l undery which condition both of thev valvedevices IB and |23 .will be conditioned to open pipes l I6 and ||1 toStopr position, the master speedcontrol valve device A3." willopen pipe33 to atmosphere, so Vthat Vviliflrthe engineers controlY valves 28V inVtheir f rnultiple control positions as shown in Fig. 1, vand withothesolenoids 23 deenergized, pressure chambers I2 in the two fuel controldevices 'l'will be Vso open .tovatmosphera The fuel controlarm 4 at eachenginejrwill then occupy the minimum speed oridleposition showninFig. 1. Y jLetjoitalso be jassumed that the engineers overspeedcontrol valve device 90 is adjusted as shown in `Fig. Soin order tosupply iluid from pipe l Y9 2 to pipe4l vatthe reducedpressure.V of'sixty-V Ytive pounds above-mentioned. Y

With' the apparatus Yconditioned as justl ,described, if Athe pilotdesires to move Y,the ship forvwardly he will move levers V|38 and |39from Stopposition inthe direction indicated by the Y ,legend Aheadthrough. the Maneuver'ingzone to the ,Speed control. zone and thisoperation will cause' starting of Vbothfof the. enginesv by ,means notshown in the drawing andwhich are immaterial to the invention. VItismerelydesired to point Yout however that when the levers |38 and ,|39reach the' end of the Maneuvering zone adjacent fthe- .Speed controlZone .the lengines Vwill be started and the cam 85 will be so positionedthat the master speed control valve device 31 will still be-opening pipe33 and thereby pressurechambers n|2 inthe fuel control devices 1 toatmosphere. The two fuel control devices 'l Vwill Vtherefore function tocause adjustment "of the Yfuel control levers Y4 to supply fuel totherengine in a` quantity to permit operation of the engines `attheminimum or idling speed. Y

, Irflthepilot now desires to accelerate the two engines, hewill movelevers |38 and I39iurther i ,in theAAfAhead direction-into the Speedcon-i trolz'onejand this will cause operation of cam 85 Thisfop'erationof cam 85 will in turnV cause |24 andvalve device |23 to effectoperationk of the Y power inotorelllil to Ycorrespondingly,operate jcamYspeed of the engines to reduce provide inrpipfe 33 at a pressurecorrespond`-v ing to the position of the pilots control levers |38spondingly greater movement of the fuel control levers 4 on the twoengines away from their idling positions andthus a correspondingincrease in speed or power output ofthe Ytwo engines.Y `Movement of thepilotscontrol levers |38 and |39 in the Ahead direction to the extremeend of the Speed control zone will condition the master speed controlvalve device 31 so that'the supply valve 5l therein will remain open,whereupon the Umaximum pressure of iiuid effective Yin pipelll yWillbecome'eiective through pipe v`33 in pressure chambers I 2 of the twofuel controlidevices l, and this pressure of fluid will actuate thepistons 8 to move the fuel control arms 4 on the engines t0 thepositions indicated by lines 5 in order that both engines will .operateat theirrtop speed or "output for continuous operation. Y

`If the operator now desires'to reduce the speed or output of theengines, he will move levers |38 and |39 back in thev direction of theStop position and the master speed control device 31 vwill operate tocorrespondingly reduce the pressure of iluidl inpressure chambers I2v ofthe fuel control devices .'|,L so that the speedY of the two engines4Will'be proportionately reduced. ,Turning ofthe pilots control leversV|38 and |39 tothe end of the Speed control zone adjacent Stop posi-.tion will causereductionin speed or output of the engines to minimum oridling,-as will beapparent.

VIi the pilot now desires that the ship move in ytheopposite or asterndirection, he'will move the levers |33 and |39 in the directionindicated by the legend Astern and with said levers at the end of thevManeuvering zone adjacent the re- ,spective Speed control zone, theengines will be started in the reverse direction and will operate atminimum idling speed.V Furthermovelnent of levers |38 and |39 into theSpeed control zone will then accelerate the engines in accordance withtheposition `of' said levers in said zone.

vMovement of levers |38 and- 39 tothe eXtreme .will operate at their topspeed or output for coni tinuous operation, while return ofY said leverthroughthe Speed control zone'in the direction of Stop position willreduce thespeed. ofthe Yengines according to the position of saidleversin.

said zone, VTurning'of levers '|38 an'd `|39 to the Yend of the "Speedcontrol zone adjacent the respectiveManeuvering Azone will cause thetoidling, as Vwill be apparent." o

vIn the operation just described, the'oover-speed control valvedevice-90 was assumed to be in the Aconditioneshown in Fig. 3 to Vlimit the.pressure of fluid in pipe 4| to the lower degree of 65 hpounds, and thispressure effective in the Vfuel control-devicesV 1, in the maximum speedposiktions 0f the pilots control levers |38 and |39,will

173 move the fuel control-levers 4-onlytothe.V positions indicated byvlevers to obtain the top speed of the engines for continuous operationas above mentioned. It is desired A1z0-point out, however, that bysuitable adjustment of the pilots control levers |38 and |39, anydesired speed ofthe engines from idling to the top speed for continuousoperation can be obtained, but the. pilot cannot increase the engineVspeedabove this top speed since it is limited by thepressure of iluidprovided in pipe 4 I Now if it should be desired to operate the enginesat an even greater speed than the top speed for continuous operation,the engineer may operate the over-speed valve Ydevice `90 to increasethe pressure of fluid supplied to pipe 4 I, and since the supply valve51 of the master speed control valve device 31 will be open under thiscondition, this increased pressure of fluid will become effective inpipe 33 and thus in the two fuel control ldevices 1 at engines I and 2.This increased vpressure of fluid provided in the fuel control devicesA1 will then act to move the fuel control levers 4. past the lines 5 inthe direction of lines 6 to positions corresponding to the increaseinpressure of iluid.

Should the engineer adjust the overspeed valve device 90 to providethemaximum permissible pressure of fluid in pipe 4I; as might be obtainedby an adjustment of said device to maintain pipe l92 open to pipe 4|,this pressure effective through the master speed control device 31 inthe fuel control device 1 will move the fuel control levers 4 to thepositions indicated by lines 6 to thereby provideV for operation ogfboth engines at their maximum speed or output. By proper adjustment ofthe overspeed control valve devicey '90, it will be seen that theengineer can increase the pressure of fluid in pipe 4I `in any desirednumber of increments from that normally provided up to the maximum, andcan also reduce this pressure in any desired number of increments, inorder that any desired degree of overspeed of the engines I and 2 maybeobtained, or the degree of overspeed may be limited, in case ofnecessity,or the overspeed can be completely' cut out, if desired.

This over-speed control o f the engines is under the control of theengineer who will be constantly aware of the operating condition oftheengine, so that the degree and use of overspeed may be limited asrequired to protect the engines against damage, and further, it relievesthe pilot position shown in Fig. lto thaty in which handle 30 will be inthe positionindicated byline 3|. This will close communication betweenthe master. speed'control pipe 33. andthe respective pipe 2l to renderthe fuel control device 1 of engine 2 nonresponsive to the master speedcontrol device` 31, which `device, however remains connected to controloperation of engine I. In this position of plug valve 29 for engine 2the respective pipe 2| is connected tQ pipe 34 and the engineers controlvalve device 35. The engineer by operation of the controlyvalve device35 may then vary the pressure of fluid in the fuel control device 1 onengine 2 independently of" engine I and thus operate engine 2 atwhatever speed he may desired. Return of the plug valve 29 for engine 2to the position shown in Fig. 1, will render the engineers controldevice 35 ineffective to control engine 2, and engine 2 will then-bereconnected for control to the master speed control device 31.Likewise,engine I byrsuitable manipulation of the respective plug valve429 may be disconnected fromthe master speed control device 31'andconnected to the engineers speed control devicev 35 for control bytheengineer independently of engine 2 as controlled by the pilot, whilereturn of this plug valve to the position shown in the drawings willrestore control of engine I to the pilot, as will be evident.

Both Vof the plug valves 29 maybe operated if desired or necessary toremovethe control of both engines from the pilot and place both undercontrol of theengineerscontrol divecev 35, while return of the plugvalves 29to the positions shown in Fig. 1 will restore the control ofboth engines tothe pilot.

In case of necessity or desire the engineer may take over all control ofthe engines, ythat is, control of starting, and speedas above describedin'.

connection Vwith pilots control. To, take over this control the engineerwillturn the plugV valve |21 frornits pilot-house control position shownin the drawing to its engineers Ycontrol position in of the ship of anyconcern over the engine condition.

In case the power of both engines is not required for propelling theship, either engine may be disconnected from the master speed controldevice 31 and allowed to operate at idling speed by closing of therespective engineers switch 26 whereupon pressure chamber I2 in therespective fuel control device 1 will be opened to atmosphere to allowmovement of the respective fuel control lever 4 to its idling position.Subsequent closure of the switch 26 will again connect the respectivefuelcontrol valve device 1 to the master speed control device 21, sothat the engine will accelerate to the speed corresponding to theadjustment of the master control device 31 and thus to the speed of theother engine.

If desired, the engineer may remove either engine from control by thepilot and control it independently for operating auxiliary apparatus,such as a re pump. In case the engineer should thus desire to cut outthe control of engine 2 by the pilot, he will turn the plug valve 29from the which the lever |28 will occupyy the position `indicated by theline |219. In vthis latter position of plug valve |21, the supply ofilnid to pipe' |25 will be cut off and said pipe opened to atmosphere.With pipe |25 opento,4 atmosphere, all fluid pressure will be releasedfrom the' control Valve devices II8 and |23 'and from the power motor|09 whereby piston'rod IIZ of said motor may .be reciprocated byoperation of the engineer-s hand wheel |04. The engineer by suitableoperation of the hand wheel |04 may then control the starting oftheengines in either direction and subsequently the speed of the engines,in a manner which will be apparent from the above description of pilotscontrol.

Summary It will now be seen that I have provided a control system for aplurality of engines embodying means for controlling the engines eitherfrom a local station or a remote station in unison, or from said localstation individually. While the engines are under the controlof theremote station either may be removed from such control, and, if desired,operated individually and independently under control from the localstation. The system provides at the remote station for control of enginespeed from minimum speed up to a top speed for continuous operation.Overspeed of the engines may be obtained, but the control of overspeedis at all times under the control of the engineer who is constantlyaware of the condition-1 of the engines' and thusinya position to limitthe use and degree of overspeed to safeguard the4 engines. Y yHaving nowvdescribed my invention, what I claim' as new andV desire to secure byLetters Patent, is: i

1. Ari-apparatus for controlling the speed or power output of aplurality of internal combustion engines each of which is provided withfuel governing means having an engine idling position, av secondposition for effecting operation of the-'engine at a topspeedforcontinuous operation-and a third or over-'speed position, said apparatuscomprising in combination, a fluid pres sure contrclledrneans for eachengine operable when vvoid'of iluid under pressure to adjust said fuelgoverning means to said idling position and whenfsubject to' fluidat acertain pressure to `adjustfsaidfue'l governing means to said secondposition andwhen Ysubject to fluid at a still higher pressure to adjustsaid fuel governing means to saidjoverspeed position, a source of fluidunder pressure, manually adjustable overspeed control means' forcontrollingsupply of uidunder pres"-V sure from said source to ay supplypipe, 'said overspeedjcontrol means having two adjustments one forlimiting pressure of fluid in said supply pipe to the said certainpressure and another for limiting the pressure of uid in said supplypipe to said greater pressure, master self-lapping control meansoperable to supply uid under pressure "from saidV supply pipe:v forvoperating both of said 'fluid pressureV controlled means and having amaximum pressure condition for maintaining openy communication betweensaid supply pipe and said fluid pressure controlled means and lbeingalso operable to close said communication -Vand to release uid underpressure from said fluid pressure controlled means, independentconytrolmeans Yfor'each ofisaid fluid pressure controlled means, andselector means, controlling communication between said Huid pressurecontrolled means and said master Yand independent control means andselectively operable to open .communication between said Iluid pressurecontrolled means and either said master or inde-l pendent controlmeansand to close communicafr tion between said fluid pressurecontrolled means and the r other control means.

,2. In'combination, a plurality of internal combustion engines,individual fluid pressure controlled speed control means for each enginead` justable to Vary the speed or power output of the engine inaccordance with pressure of such uid, l

master control means comprising an operatingv member and'A meanscontrolled by said member and operable to supply fluid at pressureswhich vary according to operation of said member for controlling saidspeed control means, an independent control means for each of said speedcontrol means comprising an operating Vmember operable to supply iluidat pressures in accordance with the operation of said member forcontrolling operation of the respective speed control means, and anindividual selector valve for each speed control means operable toconnect same V operable means at one ,station operable to control saidmaster control means, powery control means operable to control saidmaster control means, 'manually operable means at another stationoperable to control'operation of said power control means, and selectormeans at said one station selectively operable to render said mastercontrol means controllable by either said power control means or by saidmanually operable means at said one station. Y, Y t 4. In combination, aplurality of internal com'- bustion engines, individualfspeed controlmeans for each engine adjustableto vary the speed or power output of theengine, master control means operable to control VYthe ,individual'sp/eed control meansV for all of said engines in unison, manuallyoperablemeans at one station operable to. conf-l trol said mastercontrol'means, powercontrol vmeans operable to control said mastercontrol means, manually operable means at another stai tionoperable to.control operation of said power Hcontrol means, selector means yatsaidone station selectively operable'to render4 said master control meanscontrollable by either said manually operable means at said one stationor by said .power control means, independent control means at said onestation operable to control said speed control means, and selector meansselectively opera-ble to render said speed control means controllable byeither said mastervcontrol meanslor said independent control means and Ynon controllable by the other control means.

ROY R. STEVENS.

